Automatic railway-gate



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E. A. MORROW 8v J. WILSON. AUTOMATIC RAILWAY GATE. No. 479,295. Patented July 19, 1892.

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AUTOMATIC RAILWAY GATE. No. 479,295. Patented July I9, 1892.

UNITED STATES PATENT QEEICE.

EDVARD A. MORRONV AND JOHN WILSON, OF CHESTER, ARKANSAS.

AUTOMATIC RAILWAY-GATE.

SPECIFICATION forming part of Letters Patent No. 479,295, dated July 19, 1892. Application filed July 11,1891. Renewed Jilne 6,1892. Serial No. 435,625. (No model.)

T0 a/ZZ whom it may concern,.-

Be-it known that we, EDWARD A. MORROW and JOHN WVILSON, citizens of the United States, residing at Chester, in the county of Crawford and State of Arkansas, have invented certain new and useful Improvements in Automatic Railroad- Gates; and we do hereby declare the following to bea full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

Our invention consists in a new and improved automatic railroad-gate so constructed and arranged that it can be mounted on the usual cross-ties of a railroad without requiring any additional foundation or base for its erection, this automatic gate being so constructed that it will be opened by a train approaching from either' direction and held by a positive locking device in its opened position until the last car of the train has passed through the gateway, when the gate will be automatically released and will swing back and lock itself in its closed position.

The invention will be hereinafter fully described and claimed.

Referring to the accompanying drawings, Figure l is a perspective view of our invention, showing the gate in its closed position. Fig. 2 is a top plan View showing the gate opened. Fig. 3 illustrates in detail, on an enlarged scale, one of the gates and itsim mediate connections. Figs. 4, 5, 6, 7, and 8 are detail views, which will be hereinafter referred to.

Referring to the several parts by their designating-numerals, l l indicate the rails of an ordinary railway track.l At a suitable point across the track are arranged the gates 2 2, each of said gates having an uprightaxis 3, which is pivotally mounted at its ends in bearings 4. The gates are so pivoted that when closed they will swing directly across the rails, with their inner ends in close proximity, bringing them both in the same vertical plane. Between the rails l, at a suitable distance from the gate to one side ofthe same, is arranged a bar or lever 5, which is pivoted at its outer end upon one of the crossties of the road. The free end of this lever is normally pressed in toward one of the rails by a spring 6, which is usually mounted between the rails, as shown in the drawings.

To the inner side of the free end of the lever 5 is bolted a thin metal shoe 7, which is slightly curved, as shown, and is designed to be engaged by the flange of the locomotivewheels, as presently described. To the outer side of what maybe termed the right-hand rail is pivotally mounted in a bearing 8 a Short shaft or axle 9, to which are rigidly secured the three arms l0, ll, and l2.

13 indicates a metal bar, the inner end of which is pivoted to the free end of the lever 5, while its reduced outer end passes through a slot in the outer end of the arm l0 and is formed with a shoulder on its under side, which presses against the outer end of the said arm when the lever 5 is pressed outward. To the other' side of the gate 2 2, at a suitable distance from the same, is pivoted at one end a lever 14, which is similar in construction to the lever 5 and is mounted in a similar manner on one of the cross-ties of the road. The free end of this lever is normally pressed in toward the rail by a spring l5, and to its free end is bolted a thin metal shoe 16, corresponding to the shoe 7. On the outer side of the track is pivotally mounted in a bearing l7 a short vertical shaft 1S, to which are rigidly secured two projecting arms 19 20.

2l indicates a metal bar, which is pivoted at its inner end to the free end of the lever 14 and has its outer end passed through a slot in the free end of the arm 19, the free end of the bar being formed with a shoulder for the same purpose as the shoulder on the bar 13 at the other end of the apparatus.

The free end of the arm ll is connected with the outer end of the arm 2O by means of a connecting-rod 22 of suitable size.

On the gate 2 is mounted in bearings 23 the longitudinally-disposed locking-bar 24, the outer end of which, when the gate is closed, engages in a keeper 25 on that gate-post. The locking-bolt is normally pressed outward by the spring 26, which is rigidly secured at its upper end, and the notched lower end of which presses against the pin 26a on the lockingbolt. To the rear side of the gate is pivotally mounted in end bearings a vertical shaft 27, which is provided near its upper end with an angular arm 28, which projects across the top of the locking-bolt where it comes in contact with a lug 29, rising from the bolt. At its IOO lower end the shaft 27 is provided with an outwardly-extending angular brauch 30, to which is connected a coiled spring 31.

32 indicates a rock-shaft, which extends transversely beneath the rails of the track and is provided near its right-hand end with an angular branch The forward end of the coiled spring 31 is suitably connected with this branch 33, and a wire or rod 34 is pivotally connected to the arm 33 and connects the same with the arm 12 of the vertical shaft 9. It will now be seen that when a train approaches the gate from the left the flange of the locomotive-wheels, coming in contact with the metal shoe 7 on the lever 5, will press the free end of said lever outward, and thus, through the medium of the bar 13 andthe arm 10, will turn the shaft 9 and swing the arm 12 so as to draw the wire 34 in the direction indicated by the arrow a. When the train is approaching the gate in the opposite direction, the flange of the locomotive-wheels, coming in contact with the metal shoe 16 on the lever 14, will, through the medium of the bar 2l, arm 19, shaft 18, arm 20, and the connecting-rod 22, operate the wire 34 in precisely the same manner, and the wire 34, pulling upon the coiled spring 3l, will, through the medium of the angular brauch 30, turn the shaft 27, so that its arm 28, pressing against the boltpin 29, will slide the locking-bolt back against the pressure of its spring 26 until its outer end is freed from the keeper 25, when the tension of the spring 31 will instantly swing the gate 2 open until it stands parallel with the rails of the track. To the lower ends of the respective pivoted gate-posts 3 are rigidly secured the angular branches 35, the outer ends of which are pivotally connected by a transversely-disposed rod 36, so that when the gate 2 is swung open, as above described, it will, through the medium of the said connecting-rod, swing the gate 2 open with it, the gates thus opening and closing simultaneously. As the gate 2 swings open its lower longitudinal bar engages the inner and curved end of a transverse latch-lever 37, (better illustrated in Fig. 6 of the drawings,) which lever rests at its inner end upon a spring 39, which serves to keep said end in an elevated position, and is provided in its upper edge with a notch 38, which serves to seat and hold the gate in its open position. Upon the transverse shaft 32 is secured rigidly a cam-plate 40, and when the shaft is turned by the movement of the connecting-rod 34 this cam-plate raises the outer end of a lever 4l until the said end is caught in a notch 42, formed in the edge of the cam-plate. The lever 41 projects from a horizontal rock-bar 42, and from the opposite side of this rock-bar extends an arm 43, the outer end of which extends immediately beneath the bar 37 and is pivotally connected thereto bya suitable link, as better illustrated in Fig. 6 of the drawings. Between the rails,

` at the point where the gates are located, are

secured on a longitudinally-disposed beam 44 two transverse spring-arms 45, on the outer ends of which is bolteda longitudinallydis posed fiat piece or bar 46, which extends just to'the tread ot' the right-hand rail on the inner side of the same, so that it will be engaged by the wheel-flan ges of a passing train, for a purpose presently set forth. Beneath this rail and at a point adjacent to the free end of the lever 41 is mounted in bearings a transverse rock-shaft 47, having an arm 48, the free end of which is provided with an angular branch, which is designed to bear against the under side of thebar 46, while the outer end 0f this shaft 47 is provided with an upwardlyextending arm 49, which extends up under.

the rear curved end of thelever 41. The gates are made to close by a weight 50 of sufficient size,which is fastened to the outer end of a cord or rope 51. This rope is fastened at its other end to the gate 2 and passes over a grooved pulley 52, and it will be seen that when the gates are en tirely released this weight will op erate to swing them into their closed position, when the beveled end of the locking-bar 24 automatically engages in the post-keeper 25. By the outer side of the right-hand rail is mounted in suitable bearings a longitudinally-dispo'sed rock-shaft 53, (better illustrated in Fig. 7,) to which shaft is secured, near each end, an angular branch 54, which extend under the rail and then curve upward with their free ends immediately beneath the bar 46. At a point between the branches 54 the shaft 53 is provided with an angular arm 55, tothe free end of which is pivotally connected one end of a link 56, which is pivotally connected at its other end to an angular arm 57, connected to and extending laterally from a vertical shaft 58. Fixedly connected to or formed integral with the shaft 58, which is mounted as shown, is the curved guardar1n 59, which is designed to serve, in conjunction with the upwardly-curved guard-arm 60 of the shaft 47, to engage and hold the gate 2 in its open position, as better shown in Fig. 3 of the drawings.

It will be seen that when the train is passing between the gates the flanges of its wheels will depress the bar 46 and that the said bar will depress the arm 54 of the shaft 53, thus turning the said shaft and through the connections previously described swinging the guard-arm 59 around in front of the free end of the gate 2. At thesame time the arm 48 of the transverse shaft 47 is depressed by the bar 46, thus swinging the guard-arm 60 across the adjacent end of the gate 2.

It will be seen from the above that while the gate is unlocked from the catch-bar 37 the moment the train passes between the gates that it will be caught and held by the guard-arms 59 60 until the last wheel of the train has passed from off the bar 46, the gates being thus prevented from closing too soon and striking against the end of the train. The moment the pressure on the arm 54 is removed a spring 61, arranged around the IDO IIO

shaft 58, throws the guard-arm 59 back clear of the end of the gate, and a spring 62, arranged around the shaft 47, will swing the guard-arm 60 back clear of the adjacent end of the gate.

The three shafts which extend transversely beneath the rails of the track are covered between the rails by the hollow casin gs or guards 63, which prevent the earth or ballast which is placed between the ties from interfering with the workings of the said shafts. The tension of the bolt-spring 26 can be regulated to the desired strength by means of a threaded screw 64, the inner end of which l presses against the rear side of the bolt-spring, as shown, and by turning which the pressure of the bolt-spring can be increased or lessened, as desired, to give it the requisite strength.

The entire operation of our improvements is as follows: The gates being closed and locked, as before described, a train traveling in the direction of the arrow b in Fig. 2 will, through the medium of the wheel-flanges, engage the shoe 7 on the lever 5 and press the free end ofk said lever outward and, through the medium of the elements described, draw the wire or connecting-rod 34 in the direction indicated by the arrow a. The rod 34, through the medium of the angular branch 33 of the shaft 32, will draw upon the spring 31, which, through the medium of the arm or angular branch 30, will turn the vertical shaft 27, which by its angular branch 28 will draw the bolt 24 from its keeper and swing the connected gates open, when the gate 2 will be engaged and held by the latchlever 37. Vhen the train reaches the point where the gates are located, the flanges of its wheels will press the bar 46 down, and thus swing the arm 48 down and raise the arm 49 at the outer end of the shaft 47, which arm 49 lifts the end of the lever 41, and through the medium of the rock-shaft 42 lowers the free end of the arm 43 and disengages the catch-lever 37 from the gate. When the anges of the wheels depress the bar 46, said bar will engage the arm or branch 54 of the longitudinal shaft 53 and will turn said shaft, which, through the medium of the connections described, will swing the guard-arm 59 around into engagement with the free end of the gate 2, while the opposite end of the gate will be engaged and held by the guard-arm 60 which is thrown into position by the turning of the shaft 47, to which it is connected. Thus it will be seen that while the flanges of the wheels are in engagement with the bar 46 the connected gates will be held parallel with the track; but as soon as the tra-in has passed entirely through the gates the bar 46 and the guard-arms 59 and 60 will resume their normal position,

when, by reason of the weight 50 and cord 51,`

the gates will be swung closed and be automatically locked in such position by the bolt 24 engaging the keeper 25.

A train traveling in the direction ofthe arrow c in Fig. 2 will, through the medium of its wheel-fianges, engage the shoe 14, when through the medium of the bar 21, shaft 18, arms 19 and 20, and the connecting-rod 22 the gatesvwill be opened through the medium of the construction before described.

The levers 5 and 14 can be placed at any desired distance from the gates, the connecting wires and rods being of course made the required length. It will be seen that the gates will be automatically opened by atrain approaching from either direction, that they will be locked and held firmly in their opened position, and that they will be automatically unlocked and closed after the train has passed through them.

Having thus described our invention, what we claim, and desire to secure by Letters Patent, is-

1. The combination of the pivoted springactuated levers 5 14, arranged at suitable distances on both sides of the crossing and provided at their free ends with the metal shoes 7 16, and adapted to be engaged by the iianges of the car-wheels, the vertical shafts 9 18, having the projecting arms pivotally connected to the free ends of said levers, the connecting-rod 22, arranged as specified, the swinging gates 2 2, connected by the coupling-rod so that they will move simultaneously, and a connection between one of the arms of the shaft 9 and the pivoted gate 2, substantially as set forth.

2. The combination of the pivoted springactuated levers 5 14, arranged between the rails on both sides of the crossing and having at their free ends the lnetal shoes 7 and 16, adapted to be engaged by the flanges of the car-wheels, the swinging gates 2 2a, the vertical shafts 9 18, arranged as specified and having the projecting arms, the bars pivotally connecting the free ends of the levers with the arms of said vertical shafts, the connecting-rod 22, the sliding spring-actuated locking-bolt 24, the shaft 27, pivotally mounted on the gate 2 and having the upper arm 28, which enga-ges with the pin 29 on the locking-bolt, the lower shaft-arm 30, the coiled spring 31, connected to the said arm, and a connection between said spring and an arm of the vertical shaft 9, substantially as set forth.

3. The combination, with the swinging gates 2 2a, connected by the coupling-rods so that they will act simultaneously, of the springactuated locking-bar 37, adapted to automatically lock the gates in their opened position, the unlocking device adapted to be operated by the wheels of the train, and the curved guard-arms 59 60, adapted to be actuated by the wheels of a passing train to hold the gates open until the last car has passed entirely through the gateway, substantially as set forth. V

4. The combination, with the swinging gates 2 2a and the automatic device for lockingand releasing the same, of the spring-actuated shaft 58, having the short arm 57, the curved IOO IIO

guard-arm 59, secured to the upper part of the said vertical shaft, the longitudinal shaft 53,

. having the arm 54, extending beneath the rail and curving` upward at its free end, the connecting-rod 56, arranged as specified, the spring-arms 45, and the flat longitudinal bar 4G, secured on the free ends of the springarms, so that it will be actuated by the Wheel-flanges of apassing train,substantially as set forth.

5. The combination, with the swinging gates 2 2a, connected by the eoupling-rods, so that they will act simultaneously, of the springactuated looking-bar 37, the pivoted shaft 42, the lever 41, secured to said shaft, and the 

